Railway-gate



(No Model.) Z 2 Sheets-Sheet ,1.

C. A. ELY.

RAILWAY GATE.

Patented Nov. 27,

N. Pnzns Howl-Mama. Wuhingmn. D. c.

f it at right angles to its length. The shaft B is journaled in bearingsO, that are secured becured in position on the inner sides of thetrackrails and extend in opposite directions, and are downward at rightangles, which bent ends Trice.

ATENT a CALVIN ALEXANDER ELY, 10F TAYLOR HILL, ILLINoIs.

RAILWAY-GATE. I

S PEGIFIGATIONforming part of Letters Patent lilo. 289,244, datedNovember 2'7, 1883 Application filed June 14, 1883. (N0 model.)

lo aZZ whom it may concern:

Be it known that LOALVIN A.- ELY, of Tay- I lor Hill, in the county ofFranklin and State of Illinois, have invented certain new and use- 5 fulImprovements in RailwayGates; and Ido hereby declare the following to beafull, clear,

g and exact description of the invention, such as will enable othersskilled in the art to which, it pertains to make and use it, referencebe ing had to the accompanying drawings, which form part of thisspecification.

My invention relates to an improvement in railway-gates; and it consistsin the peculiar combination and arrangement of devices to be more fullyset forth hereinafter, and particularly pointed out in the claims. A

In the drawings, Figure 1 is atop plan view.

Fig. 2 is a side: elevation. Fig. 3 is a vertical longitudinal section.Figs. 4 and 5 are detailed vertical cross-sections on the lines S S andX X of Fig. 1. Fig. 6is avertical crosssection, representing asupplemental gate-bar that may be employed.

A represents a gate, which is composed of a shaft, B, and rods D,secured at their lower ends in the shaft B, and extending upward fromsecured to depending ends D of the rods D,

. as shown; or suitable springs may be employed for this purpose, if sopreferred. F F represent operating-rails, which are seallowed aslightlateral play. In order to'pro- Vide for this lateral movement, I employslightly-curved rods G S, which have their ends bent G S enter thecross-ties, while the interme diate portions, G S, extend throughopenings F made in the rails. Extensile springs R are employed upon therods S, in order to keep the rails F normally pressed against and incontactwith the inner sides of the track-rails. This construction ofparts is shown in detail 5oat Figs. 4 and 5.

. I H represent bell-crank levers, which le- .ment.

down under the shaft B, as at K, and are proin the position shown insolid lines throughout the various figures. The inner ends, H, of thearms H are bent up at right angles and bear against the inner sides ofthe rails F, while the outer ends of these levers have pivoted in themthe rods K, which rods are confined in place by the keepers L, securedin the cross-ties, and allowed a longitudinal move- The free ends of therods K are bent vided with tappet enlargements M, which enlargementsstrike against the depending ends D of the gate rods D, when one of therails F is moved inward by the flanges of the wheel of an advancingtrain, and thus causes the gate to be tilted and allow the train to passover it. a P It is necessary, in order to keep the gate tilted duringthe passage of the train over it,

that the inward movement of the first rail F, with which the wheels .ofthe advancing train come in contact, should be communicated to theoppositely-extended rail F, and that both of them should assumeandretain the same position. In order to accomplish this, I provide abearing-plate, V, secured tothe two central ties, W \V, alever, O,pivoted centrally on the plate V, and the connecting-rods P. These rodsP are pivoted at their outer ends to the outer ends of the lever O andat their inner ends to the projecting lugs T, which extend from theinner sides of the rails F. These lugs T, when the gate is tilted,extend into the paths of and over the rods D of the gate, which areadjacent to the inner sides of the track-rails, and lock the gate inthat position, as shown at Figs. 1 and 3 in dotted lines, and thusprevent the possibility of the gate springing into an upright positiondur ing the passage of a train over it. WVhen the last wheel of thepassing train leaves the outer end of the rail F, extending in thedirection while the train was passing, and the weights E cause the gateto assume its normal vertical. position.

In Fig. 6 I illustrate a mode of construction that may be employed inorder to prevent too great a space from being left between the bars ofthe gate at the points through which the rails of the track and theoperating mechanism pass.

Z represents a bar, which is pivoted at its lower end to the inner sideof the rail F, at apoint immediately above the shaft B, and which hasitsupper end bent a'triglit angles and provided with the long slot Y.Through this slot Y extends the upper portion of the rod D, adjacent tothe said rail F. When the gate is tilted, the supplemental bars Z aretilted wit-h it,'as will be readily understood. Transverse braces mayalso be employed on the-gate, if desired.

I do not desire to limit myself to the precise constructionhereinbetore-described, as it is obvious that many modifications may bemade therein without departing from the spirit of my invention. Forinstance, .I may dispense with one of the rails F and the conv nectingmechanism P O,-and employ only one operating-rail, which should be longenough to extend'a suitable distance on the track on both sides of thegate. When thusmodified two or more-securing-rods, S, and bearingsprings R,-will be preferably em'ployedin connection with theoperating-rail.

Having thus described :my invention, I claim-- l. The combination of apivoted gate mechanism for keeping it normally vertical, operating-railssecured normally against the trackrails, and provided with projectinglockinglugs, mechanism for securing the operating-- railsin placeandallowing, lateral movement thereof, and mechanism for connecting theends, andhaving their upper ends secured in rails, with the gatewhereby, when the rails are moved laterally, the gate will be tilted andlocked in position, substantially as shown.

2. The combination of an operating-rail, F, securing rod or rods S,bearing spring or springs R, lever H, connecting-rod K, and pivoted gateA, provided with mechanism for keeping said gate normally vertical,substan- 5o tially as described.

3. In a railroad-gate, the combination of an operating-rail, F, havinglocking lug or lugs T, securing rod or rods S, bearing spring or springsR, lever H, connecting-rod K, and 55 pivoted gate A, provided withmechanism for keeping said gate normally vertical, substantially asspecified.

4. In a railroad-gate, the combination of the operating-rails F, pivotedconnecting-lever 0, and rods P, securing-rods S, bearingsprings R,levers H,=connecting-rods K, and pivoted gate A, provided with mechanismfor keeping itnormally-vertical, substantially as set forth. 6

5. In a railroad-gate, the combination of the operating-rails F, havinglocking lugs or normally vertical, substantially as described. I

G. In a railroad-gate, the supplemental bars Z, pivoted to theoperating-rails at their lower 75 any suitable mannerto the adjacentbars of the gate, substantially as hereinbefore set forth.

In testimony whereof I afiixmy signature in presence of two witnesses.

CALVIN ALEXANDER ELY.

Witnesses:

EVAN SWAIN, JAMES T. TENISON.

